Method of finalizing an air waybill at the time of allotment booking using a logistics management system (lms)

ABSTRACT

A logistics management system (LMS) may include receiving, at a server, a reservation request from a requestor for a booking on an air carrier&#39;s cargo hold for a designated route; validating, by the server, an availability of the requested booking with the air carrier; generating, by the server, a price quote for the booking; communicating, by the server, the price quote to the requestor; and receiving, by the server, an acceptance of the price and terms from the requestor to form commercial terms for the booking.

TECHNICAL FIELD

The instant disclosure relates to a logistics management system (LMS).More specifically, the instant disclosure relates to managing allotmentand booking reservation requests in a logistics management system (LMS).

BACKGROUND

An allotment is a reservation for a block of space onboard a flight fora specific period for use by a customer or station. Individual shipmentsare subsequently booked against the space in the allotment. A booking isan agreement to carry a shipment on a specific flight and date, and thespace on the flight capacity is reduced by the weight and volume of thebooking. An allotment is created as a division of the total spaceavailable within the aircraft for shipping cargo, thereby affording aircarriers the ability to sell quantifiable spaces onboard the cargo holdsof an aircraft. The specific characteristics and dimensions of anallotment are dependent upon several variables, including thecharacteristics and capabilities of the particular aircraft (e.g., theparticular dawn) position of an allotment within aircraft's cargo holdmay limit the allotment's dimension or weight).

Allotments are the reservations of a carrier's allotment space by acustomer (e.g., agent or shipper). Customers conventionally create anallotment based upon their shipping forecasts. Previously, allotmentswere difficult to create and price for a given route, especially whenthe allotments were based upon marginally accurate shipping forecasts bycustomers. Further, carriers lost revenue when customers failed to filltheir allotments, because allotments and bookings were only charged whenthe customer actually shipped their goods on the carrier's aircraft.Even further, few methods were available for amending, tailoring, orrestricting allotments or bookings. Customers may make bookings to shiptheir freight against their allotment or against the airline's freespace. The booking is a reservation for a specific shipment.

SUMMARY

Carriers prefer flexibility in the creation and management of allotmentbookings. Logistics management systems (LMS) provide computing resourcesto process freight shipment data, and attempt to aid in scheduling,coordinating and tracking various aspects of the freight shipment. Alogistics management system (LMS), in one embodiment, may be configuredto enhance the creation and management of allotments and bookings.

A method may include receiving, at a server, a reservation request froma requestor for a booking on an air carrier's cargo hold for adesignated route; validating, by the server, an availability of therequested booking with the air carrier; generating, by the server, aprice quote for the booking; communicating, by the server, the pricequote to the requestor; and receiving, by the server, an acceptance ofthe price and terms from the requestor to form commercial terms for thebooking.

A computer program product may include a non-transitory computerreadable medium including: code to receive a reservation request from arequestor for a booking on an air carrier's cargo hold for a designatedroute; code to validate an availability of the requested booking withthe air carrier; code to generate a price quote for the booking; code tocommunicate the price quote to the requestor; and code to receiveacceptance of the price and terms from the requestor to form commercialterms for the booking.

A system may include a memory and at least one processor. The at leastone processor may be coupled to the memory. The at least one processormay be configured to receive a reservation request from a requestor fora booking on an air carrier's cargo hold for a designated route; tovalidate an availability of the booking with the air carrier; togenerate a price quote for the booking; to communicate the generatedprice quote to the requestor; and to receive acceptance of the price andterms from the requestor to form commercial terms for the booking.

The foregoing has outlined rather broadly the features and technicaladvantages of the present invention in order that the detaileddescription of the invention that follows may be better understood.Additional features and advantages of the invention will be describedhereinafter which form the subject of the claims of the invention. Itshould be appreciated by those skilled in the art that the conceptionand specific embodiment disclosed may be readily utilized as a basis formodifying or designing other structures for carrying out the samepurposes of the present invention. It should also be realized by thoseskilled in the art that such equivalent constructions do not depart fromthe spirit and scope of the invention as set forth in the appendedclaims. The novel features which are believed to be characteristic ofthe invention, both as to its organization and method of operation,together with further objects and advantages will be better understoodfrom the following description when considered in connection with theaccompanying figures. It is to be expressly understood, however, thateach of the figures is provided for the purpose of illustration anddescription only and is not intended as a definition of the limits ofthe present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the disclosed system and methods,reference is now made to the following descriptions taken in conjunctionwith the accompanying drawings.

FIG. 1 is a flow chart illustrating an allotment management process withallotment classification according to one embodiment of the disclosure.

FIG. 2 is a flow chart illustrating processing of a request to edit anexisting allotment according to one embodiment of the disclosure.

FIG. 3 is a flow chart illustrating processing of a request to edit anexisting allotment according to one embodiment of the disclosure.

FIG. 4 is a block diagram illustrating a display for classifyingallotment information according to one embodiment of the disclosure.

FIG. 5 is a flow chart illustrating the selection of a contract for abooking according to one embodiment of the disclosure.

FIG. 6 is a flow chart illustrating a reservation process providingearly contract for carriage finalization according to one embodiment ofthe disclosure.

FIG. 7 is a flow chart illustrating a reservation process maintainingthe highest shipping price according to one embodiment of thedisclosure.

FIG. 8 is a flow chart illustrating a reservation process in which apenalty fee is assessed against a customer (e.g., freight forwarder)according to one embodiment of the disclosure.

FIG. 9 is a flow chart illustrating a reservation process in which anallotment rate is generated which passes a dynamic hurdle rate accordingto one embodiment of the disclosure.

FIG. 10 is a block diagram illustrating a data management systemconfigured to store databases, tables, and/or records according to oneembodiment of the disclosure.

FIG. 11 is a block diagram illustrating a data storage system accordingto one embodiment of the disclosure.

FIG. 12 is a block diagram illustrating a computer system according toone embodiment of the disclosure.

DETAILED DESCRIPTION

FIG. 1 is a flow chart illustrating an allotment management process withallotment classification according to one embodiment of the disclosure.The method allows a customer the ability to obtain an allotmentreservation upon a carrier's aircraft. A logistics management system(LMS) is one system for creating booking reservations, which may bebookings for portions of a reserved allotment. A method 100 begins atblock 102 with receipt of an allotment request. It should also be notedthat the terms “customer,” “shipper,” “freight forwarder,” or “user” mayrefer to the same party; however, it should be understood that when aLMS is used to perform the disclosed method, an agent—regardless if ashipper's agent, carrier's agent, or third-party agent may be enteringthe allotment request into the LMS, regardless if the request wasreceived by paper, fax, email, in-person, telephonically, or othercommunication systems outside of a LMS's communications systems. Atblock 104, a classification is assigned to the allotment. The allotmentclassification may be received simultaneously with the allotmentrequest, such as in cases where the allotment reservation request issent as an extensible markup language (XML) formatted message. In oneembodiment, the allotment classifications include “Hard Block,” “SoftBlock,” and “Airline,” which may represent the different characteristicsof the underlying allotment contract. LMS may associate an allotmentcontract to a soft or hard block allotment, which allows quote routingbased on the lowest of the soft or hard block rates.

A hard block classification is a reservation wherein the underlyingterms of the agreement provide that the customer will pay the entireprice of any unused or cancelled allotment. As a result, the allotmentcannot be cancelled without penalty. However, the corresponding pricefor the allotment may be reduced in consideration of the shipper'sinability to amend the shipment contract In this manner, the hard blockallotment category incentivizes shippers to fill their shippingreservations on carriers. It also incentivizes shippers to keenlyforecast their shipment requirements. In return, the shipper is provideda reduced shipping price for committing to the allotment reservation. Inanother embodiment, a failure of a shipper to fulfill their hard blockallotment may result in a penalty fee in addition to or in lien ofpayment of the allotment price.

A soft block allotment classification is a reservation similar to a hardblock reservation, but wherein the underlying terms of the agreementprovide that the shipper will only pay a portion of any unused orcancelled allotment.

An airline allotment reserves the allotment for the carrier. The airlineallotment does not restrict the allotment reservation, thereby allowingthe air carrier to further amend or delete the allotment reservation.Further, the carrier may later choose to cancel the airline-classifiedallotment reservation, thereby making the allotment available to othershippers.

It should be understood by a person of ordinary skill in the art thatother allotment categories may be added to reflect the contractual termsbetween shippers and carriers. It should also be understood that the LMSrestrictions created by the current hard block, soft block, and/orairline categories may be amended based upon the terms of an underlyingcontract between a shipper and a carrier.

In some embodiments, for hard block and soft block allotments, if theallotment is deleted by an authorized user, the entire allotment isdeleted, including any split periods that exist. Further, a deletedallotment cannot be reactivated for hard and soft block allotments.

At block 106, if a hard block or soft block allotment reservation isrequested, an allotment contract rate is provided to the user. Invarious embodiments, the allotment contract rate may become the contractprice if the user confirms the hard block or soft block status as shownin block 108.

In some embodiments, when an allotment reservation C$ALCO, parameter isset to “Y” and the allotment reservation is a hard block allotment (andthe allotment reservation is being created/updated, but not yetconfirmed), LMS performs the following steps to calculate the Hard BlockTotal Due (or price quote based on allotment rate):

-   -   1.) LMS retrieves the contract using the most current version of        the allotment contract to get the contract rate. If the        allotment contract does not exist, an error is returned.    -   2.) The allotment contract rate is multiplied by the allotment        weight to calculate the Hard Block Total Due for each day of the        allotment date range.    -   3.) If the contract is updated after the Hard Block Total Due is        calculated, LMS does not automatically update the allotment's        Hard Block Total Due field. The user may procedurally update the        allotment, and LMS does update the Hard Block Total. In some        embodiments, the user is reminded by a message to update the        allotment, as required, after updating the allotment contract.

In certain embodiments, allotments with a selected hard block or softblock category parameter require an allotment contract. At block 110,the existence of a contract is validated. LMS may check with a Ratingmodule to determine if an allotment contracts exists. When the allotmentreservation is confirmed and for hard or soft block allotments theallotment contract exists the LMS may send a confirmation (or rejection)email to the customer. An exemplary parameter for selecting such hardblock or soft block (as opposed to an airline allotment classification)may be the “C$ALCO” parameter described earlier, which when set to “Y”mandates a contract for all non-airline allotments (e.g., hard block andsoft block allotments). The carrier associates the contract to therequested allotment within the Allotment Information function of EMS,which may be accomplished by entering a contract number. When the C$ALCOparameter is set to “Y,” the allotment contract may have a single fixedrate, which may apply to all products that are allowed to haveallotments. When an allotment contract is created with a classificationof hard block or soft block, the LMS may validate that the contract hasone rating line and a fixed rate. This validation step may be performedwhen an Allotment Information “Create” or “Update” button is clicked, oralternatively, a “Send Email” button is clicked. In certain embodiments,two options allow a user to ensure that a hard block or soft blockreservation is confirmed for an underlying contract. Under one option,the user does not create the contract until the allotment and financialterms are agreed upon with the customer (e.g., freight forwarder). Theuser may create the allotment contract just before confirming theallotment. Under another option, the user may create the allotmentcontract before confirming the allotment, but enters an Effective Datefor the Contract that is for next year. When the user is ready toconfirm the allotment, the user first changes the Effective Date of theContract to be the current year and then confirms the allotment.Finally, at block 112, an electronic confirmation or rejection messagemay be sent to the requestor.

FIG. 2 is a flow chart illustrating processing of a request to edit anexisting allotment according to one embodiment of the disclosure.Modifications to allotments may be allowed or disallowed based on acategory assigned to the allotment. A method 200 begins at block 202with receiving a request to edit an allotment. At block 204, it isdecided whether the allotment is a hard block, soft block, or airlinecategory allotment. No change is allowed to the category of an existingallotment. If the allotment is determined to be a hard block or softblock at block 204, the method 200 continues to block 208. At block 208,editing of the allotment corresponding to the received request of block202 for category hard block or soft block allows field updates such asapproximate flight departure time and change allotment deadline that arevalid only for soft block and hard block allotments. If the reservationis airline at block 204, then the method 200 continues to block 206. Atblock 206, editing is allowed of the allotment data allowed for categoryairline allotment corresponding to the request received at block 202. Asshown in method 200, hard block and soft block allotments may berestricted from amendments by users through the use of decision block204.

In one embodiment, rather than charge a customer when the customer makeschanges to an allotment, the customer may be charged a fee forunder-tendering an allotment. With under-tendering, the LMS may continueto calculate the weight charges for the amount of the greater ofdimensional or gross weight of the allotment and store this as the totaldue amount on the allotment. After the flight departs, LMS mayaccumulate the tendered weight charges of all the bookings against thatallotment and then, if a soft block then charge the customer for apercentage of the under-tendered amount (total allotment due minus theaccumulated weight charges of the applicable bookings), or if a hardblock then charge the customer for the under-tendered amount (totalallotment due minus the accumulated weight charges of the applicablebookings).

FIG. 3 is a flow chart illustrating processing of a request to cancel anexisting allotment according to one embodiment of the disclosure. Amethod 300 begins at block 302 with receiving a request to cancel anallotment. At block 306 it is determined whether the allotment is a hardblock, soft block, or airline category allotment. If determined to be ahard block or soft block then the method 300 continues to block 310 tocharge a penalty fee according to product and/or allotmentcharacteristics. In one embodiment, LMS may be configured to only chargea fee if the booking is not against an allotment. In one embodiment, acharged penalty may be based on the product, rather than the contractterms. If determined to be an airline category then the method 300continues to block 308 to cancel the booking. As shown in method 300,hard block and soft block booking may be restricted from amendments byusers through the use of decision block 306.

FIG. 4 is a block diagram illustrating a display for classifyingallotment information according to one embodiment of the disclosure. Theallotment details section 405, which may include the details of theroute and the allotment. These route and allotment details may includewhether the allotment is a single day allotment or multiple dayallotment, which days the allotment applies to for multiple dayallotments, the enforcement of hurdle rates, the weight and/or volume ofthe shipment, quantities of pallets and/or containers (if any), theroute origin, the route destination, the effective date range, anyauto-allotment release (default, manual, control, or disable), priority,and whether overbooking is allowed (not shown) The allotment categorysection 410 may allow a user to select the allotment category airline412, soft block 414, or hard block 416. In one embodiment, LMS rules maybe configured such that soft blocks are similar to hard blocks for theTotal Due, except the soft block only charges a percentage of the TotalDue. The section 410 may also include fields for soft block percentagedue, approximate flight departure time, change allotment deadline,allotment total due, and/or dimensional weight. Further, a user mayinput the overbooking tolerance details 418, which includes the shipmentweight, volume, and shipper's contract code. The allotment categorysection 410, also includes the hard block total due 420, which includesidentification of the currency. The description and contact section 425may include the contact name, phone number, email address, description,and remarks related to the allotment (not shown). The participantssection 430 may identify the parties types involved (e.g., shipper andagent), their account code, name, and station (not shown). The segmentsection 435 may include information about the flight, including arrivingflight code, days of flight operation, segment and flight, days ofdisplacement, flight controlling station, request allocation code, spaceallocation code, and whether it is a split allotment segment (notshown).

In some embodiments, a LMS is configured to allow a customer or carrierto select a particular contract for pricing a booking according to oneembodiment of the disclosure. The LMS may be configured to validate thatthe selected contract matches the characteristics of the air waybill. Byallowing the selection of particular contracts, the LMS may supportcampaign rates.

Campaign rates refer to special rates, which are directed to specificcustomers for particular routes and flights. Campaign rating may providethe ability to sell specific routes at a given time to targetedcustomers within short notice and/or may provide the airlines theability to improve cargo capacity utilization. Campaign rating may alsoprovide the airline with the flexibility to give preferential rates tocustomers booking via the Portal, to a group of participants (usingexisting group contract functionality), or to a specific participant.

In some embodiments, campaign rates are handled as contracts and thecampaign code is entered in the existing Contract To Apply field on aRouting and Price function. In various embodiments, the Contract ToApply parameter may be added to different LMS functions, to includewithout limitation the Rate and Quote Information, Price BookingInformation, AWB Information, Express AWB and/or Archive AWB Informationfunctions. In further embodiments, LMS may be configured to supporttransferring the Contract To Apply value that is entered on Routing andPrice, Rate and Quote Information and Price Quote (or similar function)to the Booking Information and AWB Information functions, and is used inpricing from those functions. Some embodiments of a LMS may beconfigured to preclude a campaign contract from being applied duringpricing. In one embodiment, a LMS may apply the campaign contract if thecontract number is entered in the Contract To Apply fields on thefunctions that perform pricing.

The LMS's Contract To Apply feature may be controlled by a CampaignRating parameter. The parameter C$CAMP is one example of a CampaignRating parameter. In various embodiments, the Campaign Rating parametermay control whether the Contract To Apply field is displayed and whetherthe value entered in the Contract To Apply field is used for pricing.When a non-existent contract is entered in the Contract To Apply field,a LMS may be configured to return an error message regardless of thevalue of the Campaign Rating parameter.

In situations where the Campaign Rating parameter is not selected (e.g.,an entry of “N”), campaign functionality is not enabled. In someembodiments, not enabled is the default value for the Campaign Ratingparameter. When the Campaign Rating parameter is not selected, theContract To Apply field is not displayed on various pricing functions,which may include the Rate and Quote Information, Price Quote, BookingInformation, Express AWB, AWB Information and/or Archive AWB Informationfunctions. When a Contract To Apply is entered on Routing and Price oris sent in an XML message, a LMS may be configured to ignore thecontract for pricing, and thus, ignore any Contract To Apply selection.

In situations where the Campaign Rating parameter is selected (e.g., anentry of “Y”), campaign functionality is enabled. When the CampaignRating parameter is selected, the Contract To Apply field is displayedon various pricing functions, which may include the Rate and QuoteInformation, Price Quote, Booking Information, Express AWB, AWBInformation and/or Archive AWB Information functions. In someembodiments, the Contract To Apply may be optional on certain pricingfunctions when a Face rate is selected. Such pricing functions mayinclude Price Quote, Booking Information and AWB Information.

Later, the Contract To Apply may be displayed and protected in thesefunctions when the Published and Actual rates are selected. In otherembodiments, the Contract To Apply may be optional on the Express AWB,which displays the Face rate. Additionally, the Contract To Apply may bean optional field on an Archive AWB Information function.

When the Campaign Rating is enabled and a particular Contract To Applyis selected, the contract pricing feature of a LMS may exclude othercontracts or spot rates, even if they are cheaper. Instead, a LMS willapply the contract entered in the Contract To Apply field. For XMLmessages, pricing uses the contract number in the XML message, whichprocesses the same way as pricing from Booking Information with thenumber in the Contract To Apply field. If the contract in the ContractTo Apply field cannot be applied for the Actual rate on any rating lineof the air waybill, a LMS may be configured to return an error message.

FIG. 5 is a flow chart illustrating the selection of a contract for abooking according to one embodiment of the disclosure. In someembodiments, the method 500, begins at block 502, where the LMS providesa list of a pre-existing agreements between the customer (e.g., freightforwarder) and the carrier. The LMS may provide the list of agreementswhen a booking is being created, e.g., block 102, or the LMS may providethe list of agreements at other functions, including without limitationthe Rate and Quote Information, Price Quote, Booking Information,Express AWB, AWB Information, and/or Archive AWB Information functions.The pre-existing agreements are generally contracts that have beencreated between the customer (e.g., freight forwarder) and carrier. Theagreements may also include campaign rates, as described above, andother related promotions or offers from the carrier, which won'tnecessarily have resulted in a contract (e.g., no acceptance of anoffer, etc.). In other embodiments, the LMS may receive a manual entryof an identified for a contract from a user. At block 504, a user of theLMS (i.e., requestor) selects the appropriate agreement to apply to thebooking. At block 506, the LMS may, optionally, validate that theselected agreement may be used for the particular routing, date,booking, etc. At block 508, the LMS assigns the terms from the agreementto the booking request, which then uses the commercial terms from theagreement to generate a price quote, as shown at block 510. The pricequote may be communicated with the requestor. Optionally, the LMS mayblock the terms from non-selected agreements from being assigned to thebooking. This blocking step may be completed at the time the booking isrequested or later (e.g., the requestor accepts the price quote). Whenno specific contract is selected for reservation booking, the terms ofthe contract having a lowest cost when applied to the booking may beused to generate a price quote for the booking.

In some embodiments, the LMS provides a mechanism to finalize an airwaybill “Contract for Carriage” at the time of booking instead, of onlyallowing the finalization of the air waybill “Contract for Carriage”terms at the time the shipment is tendered to the carrier at the routeorigin. As a result, the carrier may specify by product whether tofinalize the Air Waybill “Contract for Carriage” terms at the time thebooking is confirmed by the carrier. When the routing is priced with anallotment contract on the Routing & Price function, LMS is enhanced todisplay the Allotment ID and Allotment Category (classification of softblock, hard block, or airline) based on the user's List Preferences.

FIG. 6 is a flow chart illustrating a reservation process providingearly contract for carriage finalization according to one embodiment ofthe disclosure. In some embodiments, the method 600 begins at block 602,where a request is received for a booking on a carrier's designatedroute. Before the booking can be finalized, the carrier may be requiredto first confirm that the allotment is available upon the designatedflight at block 604. After the carrier has confirmed the availability ofthe allotment aboard the designated route, the customer is provided anallotment contract rate at block 606. At block 608, the customer agreesto the terms of the quote, including the allotment contract rate. Uponthe customer agreeing to the terms, the shipment data is captured atblock 610, after which any changes to the shipment data is tracked inhistory at block 612. Further, in various embodiments, the LMS may beset to not accept incoming external messages, and optionally, may onlyallow non-commercial data to be updated. An example of non-commercialdata may be the customs information associated with the shipment.

In one embodiment, the LMS may allow a user to navigate to the Bookingsfor Allotments function from a Context Menu to view the remainingallotment space for a specific allotment and date, and then return tothe Routing & Price function to select the routing/product to make thebooking, or select a different routing/product. In some embodiments, theuser selects a routine/product to create a booking, upon which the newfields on Routing & Price (not shown) are passed and populated in theBooking Information function's associated fields. These fields mayinclude Air Waybill Number, Participants, Allotment ID, AllotmentCategory, Dimensions, Contact, Phone, Email, Currency, and Pricing Date.

When an air carrier confirms space availability and provides anallotment rate at the time of the request, and the customer (e.g.,freight forwarder) agrees to the terms of the quote, the airline mayconsider the event the time of shipment data capture. Once the shipmentdata is captured, changes to the booking or the air waybill may betracked in the LMS's history. One method for providing such shipmentdata capture at time of booking involves the use of the parameterC$BSDC. When C$BSDC is set to “Y,” shipment data capture (SDC) can becompleted at time of booking based on a “SDC Completed By” field. TheC$BSDC parameter is used by LMS if the field is set to Y. In situationswhere parties are not participating in Commercial Control on Bookings,an exemplary LMS disregards any rules controlled by the C$FCBK(commercial control on bookings) parameter being set to “T” or “Y,” andthe C$BSDC parameters. When C$BSDC is set to “Y” and the product's SDCCompleted By parameter is set to booking, a LMS may process air waybillsat the time of booking, and further, the Air Waybill processing calledby an incoming external messages or from the AWB Information functionmay operate as a secondary data capture instead of the main datacapture. In an LMS, the air waybill entry may be accepted on an AWBInformation function or the incoming messages; however, it does notdesignate the SDC Complete. In cases where the booking does not exist,the user cannot create an air waybill from the AWB Information function.As soon as the product is entered, and it is a product with SDCCompleted By is set to Booking, the function protects the remainingcommercial fields, thereby precluding changes to the commercial data. Incases where the booking does exist, many, if not all, commercial fieldsare display only (i.e., protected from amendment) and user may onlyenter and update non-commercial values, such as customs information.Once the booking is created, SDC is completed at the time of booking,and the booking (e.g., air waybill) is locked, an exemplary LMS mayaccept incoming external messages, which are recorded in an AWB Historyto show discrepancies. Notable fields for potential discrepancies areface value pieces, weight, and volume.

In some embodiments, the user may specify the shipper, any consignee,the route, and/or the pricing when selecting a routing/product to createa booking. In other embodiments, agent information may also be included.Further, the information related to the party responsible for paying maybe included. Pricing comprises the costs and charges of the actualtransportation, but may also include any other incidental costs and/orcharges, to include without limitation fuel surcharges, securitysurcharges, storage fees, taxes, etc.

When the parameter “SDC Competed By” is set at the time of booking andthe booking (i.e., air waybill) is locked, the LMS may not acceptupdates from external channels (e.g., airline portal, external messages)and return an error to the requestor. An air waybill may be lockedmanually by a user using an air waybill sub-function, such as after theair waybill entry is completed and details of the air waybill have beencaptured including routing, participants, and pricing details. An airwaybill may also be locked automatically based on various systemparameter settings.

Further, the LMS may also return an error to the requestor after theLatest Acceptance Time (LAT) or the goods are tendered for shipment. TheLMS may update the commercial values of the booking when the air waybillis locked. In such cases, an exemplary LMS may create a CCA. A CCA is acharge correction advice (CCA), which may be generated and used as anadvice notice when updates to an air waybill are made that modify thecharges. In some embodiments, a CCA may only be generated after an airwaybill is locked. In cases where amendments to the booking wouldnormally result in a lower price, the Actual rate lines are retained.The LMS may record the changes to the commercial fields on a BookingInformation function and incoming FFR/WFR messages into Booking Historybefore the booking (e.g., air waybill) is locked.

In some embodiments, the LMS may provide the carrier the ability tocharge the shipper the higher rate if a booking is updated, which isreferred to as the “Retain Highest Price” rule. As a result, the RetainHighest Price rule may preclude the price for the booking to be lowerthan the price originally quoted to the customer at the time of booking.Further, the rule allows the carrier to allow changes to currentreservations which previously would have resulted in a reduced price ifthe cargo weight and/or volume was decreased while maintaining theoriginal price.

FIG. 7 is a flow chart illustrating a reservation process maintainingthe highest shipping price according to one embodiment of thedisclosure. A method 700 begins at block 702 with receiving a request tochange a booking. At block 704 it is determined whether the changerequested at block 702 would result in a higher or lower actual rate. Ifa lower rate would result at block 704 then the original actual rate isretained at block 706. If a higher rate would result at block 704 thenthe actual rate may be updated to the higher rate at block 708. Although“actual” rates are referred to, “actual” rates may be any commercialrate, such as face value, published value, and/or actual value.

In some embodiments, the Retain Highest Price rule is implemented whenthe booking is updated. It should be understood that the feature may beoverridden by administrators, as required. Further, this Retain HighestPrice rule may operate independently or in conjunction with theassignment of classifications.

In some embodiments, a LMS provides the ability to charge a requestor(e.g., freight forwarder) a penalty fee if an allotment or booking isupdated. As a result, customers (e.g., freight forwarders) areincentivized to accurately predict their shipping requirements at thetime of the allotment or booking. In some embodiments, new fees will beassessed to the customer when they make changes or cancel the allotmentor booking. In certain of these embodiments, these fees will be assessedby creating a supplemental air waybill.

FIG. 8 is a flow chart illustrating a reservation process in which apenalty fee is assessed against a customer (e.g., freight forwarder)according to one embodiment of the disclosure. A method 800 begins atblock 802 with receipt of a request to change a booking. At block 804,it is determined whether the change is an outright cancellation or arequest to amend the terms of the reservation. If the request is anoutright cancellation, the requestor is charged a cancellation penaltyfee based on the product and reservation characteristics. If the requestis not an outright cancellation, it is next determined at block 806whether the change request alters any contractual or commercial terms ofthe reservation. In some embodiments, such commercial terms includechanges to the route origin, route destination, route date, bookingpriority, booking weight, booking volume, or any other term that is usedto generate a booking rate. If the request to change the reservationwould alter the commercial terms of the reservation, an amendmentpenalty fee is assessed against the requestor (e.g., freight forwarder)per the terms of the agreement at block 810. In the case where onlynon-commercial terms are requested to be amended, a penalty fee may notbe incurred, at block 808. Further, certain non-commercial amendmentsmay be beneficial to the air carrier, such as updating the customsinformation for the shipment. In one embodiment, carriers may alsocharge for changes to non-commercial terms in order to deter freightforwarders from making amendments to their reservation, such as changingthe name of the recipient of the shipment at the route destination afterthe reservation is originally created.

The Booking Change and Cancellation fees may be controlled by theC$FCBK—Main Controlling Commercial Control Parameter on Bookings beingset to T or Y, and the C$BSDC—Shipment Data Capture Complete at Bookingbeing set to Y, the C$BKFE—Booking Fee Parameter being set to Y, and thenew Online Maintenance: Fees for Products setup for the product. Onlyresponsible participants for the prepaid charges that are participatingin the Commercial Control on Bookings feature can be charged theapplicable Booking Change and Cancellation fees. A C$BKFE—Booking Feeparameter controls whether a booking change or cancellation fee isautomatically generated into a supplemental air waybill. This parametermay be dependent on C$FCBK being set to T or Y, and C$BSDC being set toY.

In one embodiment, when the results from determining whether Qualify theBooking Characteristics indicate a Booking Cancellation fee is to becharged, LMS uses the associated Other Charge Code and Subcode matchingto the booking's characteristics to price the Booking Cancellation Feefollowing existing rules for pricing other charges, which may includeusing other charge contracts.

In one embodiment, a customer may be charged a booking fee (e.g., chargeor cancellation) only when the booking is not against an allotment. Thereason being that if the booking is against an allotment, the customeris already under the allotment under-tendering agreement as described inFIG. 2 so the airline will not double charge the customer for makingchanges to bookings against the allotment and also charge forunder-tendering.

In some embodiments, a LMS provides the ability to generate allotmentrates for each route in which the quote satisfies the dynamic hurdlerate. The hurdle rate may be based upon rates dynamically generated bythe Cargo Revenue Management (CRM) application at the time of booking,which is based upon the real-time available capacity. For products usingdynamic hurdle rates, a Routing and Price service may fetch dynamichurdle rates instead of using a static LMS Hurdle Rate table. In oneembodiment, the LMS uses a Dynamic Hurdle Rate Interface (by setting aC$CRMD parameter to ‘Y’) when the product indicates that dynamic hurdlerates are to be used based on the product's ‘Enforce Hurdle Rates’ fieldsetting on the Online Maintenance: Product Code Attributes function. AnLMS Booking process may perform individual service requests to a CargoRevenue Management (CRM) application when dynamic hurdle rates arerequired for each route and product based on flight, date, segment,and/or product. The LMS may obtain dynamic hurdle rates for all theroute/product combinations that require them from CRM in one request.

In some embodiments, the LMS gathers dynamic hurdle rates for productsrequiring dynamic hurdle rates. This allows the allotment contract ratequoted on the LMS Routing and Price to be the same result as on the LMSBooking function, which uses dynamic hurdle rates. When there aremultiple routes and products for each route, repeatedly requesting thedynamic hurdle rates from CRM for a single route and product can degradethe performance of Routing and Price. In order to improve performancewhen dynamic hurdle rates are required, the Routing and Price functionmay be changed to process the request for dynamic hurdle rates byobtaining dynamic hurdle rates for all the route/product combinationsfrom CRM in one request. The LMS may provide the same results in regardsto the pricing and hurdle rate check in Routing and Price as thatreceived by the Booking process. If the routing and product passes thehurdle rate check on Routing and Price, it will also pass the check onBooking Information and Portal equivalent.

A hurdle rate may be a simple rate per unit of weight by product typeand booking segment. The hurdle rate is the floor minimum above which ashipment rate must be charged for the shipment to be profitable. Thehurdle rate can be calculated as an average by product and bookingsegment and does not consider complex rating for shipper-loaded ULDs,commodities, class rates, mixed consignments, and RCPs.

The hurdle rate provides useful information to airlines that can assistin the optimization of revenue streams by determining whether to accepta cargo shipment. For example, revenue relating to a cargo shipment aresplit between carriers according to a special prorate agreement (SPA),or using the Great Circle Mileage proration method. Thus, the knownamount an airline will receive for handling the cargo shipment for asegment of the entire shipment may be difficult to determine ahead oftime. Prorating shipment costs may be performed in a logisticsmanagement system (LMS) before acceptance of a package for delivery atthe time of the booking reservation. By prorating upfront, the LMS mayoptimize airline revenue by determining whether a particular package isprofitable. In certain situations, a SPA may determine how the revenuefor a package is split, and the LMS may apply the agreement to calculatea particular airline's revenue from the package. The revenue may becompared to criteria to determine whether to accept a package. Forexample, the revenue may be compared to a hurdle rate to decide if theshipment is profitable and should be accepted. A proration module in anLMS may have some or all of the following features for interlineproration. Proration may be calculated using SPAs, if one exists for thecarrier and segment specified on an air waybill. If no SPAs exist, thenmileage based upon an established calculation may be used (e.g., GreatCircle). If an SPA is found, then the SPA defines the amount based onthe published rate that must be paid to the airline. To determine thehost's revenue this amount may be subtracted from the gross actualrevenue. According to one embodiment, an SPA cost, when defined on theper kilogram basis, may be calculated using the actual chargeableweight. The actual chargeable weight may be the highest of the grossweight or dimensional weight unless the pricing module determines that ahigher weight break applies. If an SPA is not found, then mileage basedon the great circle calculation may be used. Mileage determines thepercentage of distance the host and airline carry the shipment. Thepercentages are then applied to the published rate to determine theamount owed the airline. This amount is then subtracted from the grossactual revenue to determine the host airlines revenue.

There are three components to cargo revenue management that may be usedby LMS during the booking confirmation processing: forecast the futureflight capacity available for cargo (Flight Capacity Forecast),determining the host revenue and yield for the shipment. (Proration ofRevenue), and forecasting the bid prices (hurdle rates) for controllingaccess to capacity. This information may also be used by other logisticsbusiness functions, such as during negotiations of allotments, spot rateagreements, and contracts.

An external Cargo Revenue Management (CRM) application may applyadvanced statistical algorithms to historical data provided by LMS andthe airline's data warehouse, in order to forecast both customer demandfor the airline's products and future available capacity. Based on theseforecasts, CRM may determine the bid prices, such as hurdle rates. Bybasing LMS flight controls on optimal decision rules, CRM leveragesexisting LMS features to increase airline revenues. The CRM hurdle rateis defined as the minimum acceptable rate at which the product is to besold for a booking segment. The hurdle rate may be calculated as thefloor minimum above which a shipment rate must be charged for theshipment to be profitable. The hurdle rate may be calculated as anaverage by product and booking segment and may not consider complexrating for shipper-loaded ULDs, commodities, class rates, mixedconsignments, and RCPs. The hurdle rates may incorporate both expectedcosts of carriage and expected displacement costs (bid prices), For thehurdle rate, the average variable cost is the average value of direct,incremental cost attributable to handling and carriage of traffic, forthe indicated product, being transported over the indicated BookingSegment.

The method chosen to produce the minimum acceptable rate includessafeguards for certain conditions such as: a very low load factor indexand a hurdle rate that exceeds a given products representative revenue(or average yield). A Minimum Acceptable Rate (MAR) calculation may beMAR=Min(Max(A, B, C), D), where A is the markup rate: equal to “VariableCost” times (1+“Markup Percentage”) and the Markup Percentage may be areflection of the airline's business strategy and competitiveenvironment, where B is the Hurdle Rate subject to LoadFactor-adjustment with threshold, where C is the Floor rate (manuallydetermined, based on the airline's business requirements), and D is theCeiling rate (manually determined, based on the airline's businessrequirements).

The LMS Hurdle Rate table of a Cargo Revenue Management system may bepopulated with the outputs of CRM. This enables LMS to automaticallyapply hurdle rate restrictions at the time of booking confirmation. Inone embodiment, CRM may send the hurdle rates to LMS on a regular basisusing File Transfer Protocol (FTP).

At the time of booking, route and price requests, and/or during airwaybill (AWB) capture, LMS prices the shipment or price request, andthen prorates the transportation and other charges considered as revenuebetween the carriers transporting the shipment using Great Circlemileage proration methods. Once the host revenue is determined, it thenprorates the host revenue between the booking segments using GreatCircle mileage proration methods.

In some embodiments, LMS provides the interline and online prorationinformation only to authorized users as controlled by View RevenueManagement and Full Revenue Management user levels on the UserAdministration function, and/or other parameters. Routing and Price,Booking Information, and AWB Information sections display the amountschargeable to the customer (e.g. transportation and other charges) andrevenue fields (e.g. host revenue and yield). The proration informationmay be provided in the Revenue section of the Booking Information andAWB Information functions. Authorized users may select revenue data tobe included in list functions, such as Flight Booking Restrictions,Outbound Flight Inventory, etc.

In some embodiments, LMS prices the shipment and/or routing and pricingrequest's transportation charges and other charges associated with theshipment or request. When the air waybill paper (ACN) is host, the GrossRevenue is calculated as the Total Actual Weight Charges plus any othercharges that are considered revenue (e.g. Fuel Surcharge) as indicatedby other functions. When the air waybill paper (ACN) is other airlinepaper, the Gross Revenue is calculated as the Total Actual WeightCharges.

When multiple carriers transport the shipment, as identified by the airwaybill routing. LMS prorates the Gross Revenue between the carriersusing, for example, the SPA or Great Circle Mileage algorithms. Fromthis, the Host Revenue may be derived. The Host Revenue may thenprorated between the booking segments (or flight segments for therouting and price request) using the Great Circle Mileage algorithms.

The prorated amounts may be stored with the booking or air waybill, andare available for display on the booking, air waybill, and list functiondisplays for authorized users. When the airline is using the CargoRevenue Management feature, then the Revenue Rate is compared to theHurdle Rate for use in booking confirmation. In one embodiment, aDynamic Hurdle Rate Interface parameter (C$CRMD set to “Y”) controls theBooking or Routing and Price Evaluation with the Dynamic Hurdle Rateinterface. LMS may dynamically request the hurdle rates from CRM whenprocessing hurdle rates for a booking or a Routing and Price requestbased on the shipment characteristics and/or the current state of theflight requiring dynamic hurdle rates.

FIG. 9 is a flow chart illustrating a reservation process in which abooking rate is generated, which passes a dynamic hurdle rate accordingto one embodiment of the disclosure. A method 900 begins at block 902with a request to create a booking. Further, the request may alsoinclude a change to an existing booking, or any other amendment thatinvolves use of a dynamic hurdle rate. At block 904, the user of the LMSassigns an allotment category, such as in an allotment informationfunction. The allotment category may impact the booking rate generatedin subsequent steps. Next, the LMS communicates with an air carrier todetermine the real-time availability of allotments onboard a particularroute at block 906. At block 908, the LMS receives the current allotmentavailability from the air carrier. Based upon the allotment informationreceived from the carrier at block 908, the LMS may generate a bookingrate based upon the real-time allotment availability and the assignedallotment category at block 910 and further detailed above. Next, theLMS validates that the generated booking rate conforms to any applicabledynamic hurdle rates at block 912. At block 914, if the booking rate isequal to or greater than the dynamic hurdle rate, the method 900proceeds to accept, by LMS, the booking rate at block 918. If not, thebooking rate is rejected by the LMS at block 916. In cases where thebooking rate does not conform with the dynamic hurdle rate, the LMS mayaccept the dynamic hurdle rate or return an error.

Users and administrators may have different privileges. For example,some users may be granted only creation and viewing access forallotments or bookings. However, administrators may be granted rightsfor viewing, updating, and deleting allotments or bookings. Thisupdating may include changing the terms of a hard block or soft blockreservation. Some administrators may have more limited rights, such asonly splitting allotments or bookings into two or more separateallotments and bookings.

FIG. 10 illustrates one embodiment of a system 1000 for an informationsystem, such as a logistics management system (LMS). The system 1000 mayinclude a server 1002, a data storage device 1006, a network 1008, undouser interface device 1010. The server 1002 may be a dedicated server orone server in a cloud computing system. In a further embodiment, thesystem 1000 may include a storage controller 1004, or storage serverconfigured to manage data communications between the data storage device1006 and the server 1002 or other components in communication with thenetwork 1008. In an alternative embodiment, the storage controller 1004may be coupled to the network 1008.

In one embodiment, the user interface device 1010 is referred to broadlyand is intended to encompass a suitable processor-based device such as adesktop computer, a laptop computer, a personal digital assistant (PDA)or tablet computer, a smartphone or other a mobile communication devicehaving access to the network 1008. In a further embodiment, the userinterface device 1010 may access the Internet or other wide area orlocal area network to access a web application or web service hosted bythe server 1202 and provide a user interface for enabling a user toenter or receive information.

The network 1008 may facilitate communications of data between theserver 1002 and the user interface device 1010. The network 1008 mayinclude any type of communications network including, but not limitedto, a direct PC-to-PC connection, a local area network (LAN), a widearea network (WAN), a modem-to-modem connection, the Internet, acombination of the above, or any other communications network now knownor later developed within the networking arts which permits two or morecomputers to communicate, with one another.

In one embodiment, the user interface device 1010 accesses the server1002 through an intermediate sever (not shown). For example, in a cloudapplication the user interface device 1010 may access an applicationserver. The application server fulfills requests from the user interfacedevice 1010 by accessing a database management system (DBMS). In thisembodiment, the user interface device 1010 may be a computer executing aJava application making requests to a JBOSS server, executing on a Linuxserver, which fulfills the requests by accessing a relational databasemanagement system (RDMS) on a mainframe server.

In one embodiment, the server 1002 is configured to store databases,pages, tables, and/or records. Additionally, scripts on the server 1002may access data stored in the data storage device 1006 via a storagearea network (SAN) connection, a LAN, or a data bus. The data storagedevice 1006 may include, for example, a hard disk, including hard disksarranged in an redundant array of independent disks (RAID) array, a tapestorage drive comprising a physical or virtual magnetic tape datastorage device, or an optical storage device. The data may be arrangedin a database and accessible through structured query language (SQL)queries, or other data base query languages or operations.

FIG. 11 illustrates one embodiment of a data management system 1100configured to store application parameters and documentation. In oneembodiment, the data management system 1100 may include the server 1002.The server 1002 may be coupled to a data-bus 1102. In one embodiment,the data management system 1100 may also include a first data storagedevice 1104, a second data storage device 1106, and/or a third datastorage device 1108. In further embodiments, the data management system1100 may include additional data storage devices (not shown). In such anembodiment, each data storage device 1104, 1106, and 1108 may each hosta separate database that may, in conjunction with the other databases,contain redundant data. Alternatively, a database may be spread acrossstorage devices 1104, 1106, and 1108 using database partitioning or someother mechanism. Alternatively, the storage devices 1104, 1106, and 1108may be arranged in a RAID configuration for storing a database ordatabases that may contain redundant data. Data may be stored in thestorage devices 1104, 1106, 1108, 1110 in a database management system(DBMS), a relational database management system (RDMS), an objectoriented database management system (OODMS), an indexed sequentialaccess method (ISAM) database, a multi-sequential access method (MSAM)database, a conference on data systems languages (CODASYL) database, orother database system.

In one embodiment, the server 1002 may submit a query to select datafrom the storage devices 1104 and 1106. The server 1002 may storeconsolidated data sets in a consolidated data storage device 1110. Insuch an embodiment, the server 1002 may refer back to the consolidateddata storage device 1110 to obtain a set of records. Alternatively, theserver 1002 may query each of the data storage devices 1104, 1106, and1108 independently or in a distributed query to obtain the set of dataelements. In another alternative embodiment, multiple databases may bestored on a single consolidated data storage device 1110.

In various embodiments, the server 1002 may communicate with the datastorage devices 1104, 1106, and 1108 over the data-bus 1102. Thedata-bus 1102 may comprise a storage area network (SAN), a local areanetwork (LAN), or the like. The communication infrastructure may includeEthernet, fibre-channel arbitrated loop (FC-AL), fibre-channel overEthernet (FCoE), small computer system interface (SCSI), internet smallcomputer system interface (iSCSI), serial advanced technology attachment(SATA), advanced technology attachment (ATA), cloud attached storage,and/or other similar data communication schemes associated with datastorage and communication. For example, the server 1002 may communicateindirectly with the data storage devices 1104, 1106, 1108, and 1110 byfirst communicating with a storage server (not shown) or the storagecontroller 1004. The server 1002 may execute software for the LMS andthe CRM or the LMS and CRM applications may execute on two or moredifferent servers (not shown) coupled by the network 1008.

The server 1002 may include modules for interfacing with the datastorage devices 1104, 1106, 1108, and 1110, may include modules forinterfacing with the network 1008, and/or modules for interfacing with auser through the user interface device 1010. In a further embodiment,the server 1002 may host an engine, application plug-in, or applicationprogramming interface (API).

FIG. 12 illustrates a computer system 1200 adapted according to certainembodiments of the server 1002 and/or the user interface device 1010.The central processing unit (“CPU”) 1202 is coupled to the system bus1404. The CPU 1202 may be a general purpose CPU or microprocessor,graphics processing unit (“GPU”), and/or microcontroller. The presentembodiments are not restricted by the architecture of the CPU 1202 solong as the CPU 1202, whether directly or indirectly, supports themodules and operations as described herein. The CPU 1202 may execute thevarious logical instructions according to the present embodiments.

The computer system 1200 also may include random access memory (RAM)1208, which may be synchronous RAM (SRAM), dynamic RAM (DRAM), and/orsynchronous dynamic RAM (SDRAM), The computer system 1200 may utilizeRAM 1208 to store the various data structures used by a softwareapplication such as databases, tables, and/or records. The computersystem 1200 may also include read only memory (ROM) 1206 which may bePROM, EPROM, EEPROM, optical storage, or the like. The ROM may storeconfiguration information for booting the computer system 1200. The RAM1208 and the ROM 1206 hold user and system data.

The computer system 1200 may also include an input/output (I/O) adapter1210, a communications adapter 1214, a user interface adapter 1216, anda display adapter 1222. The I/O adapter 1210 and/or the user interfaceadapter 1216 may, in certain embodiments, enable a user to interact withthe computer system 1200. In a further embodiment, the display adapter1222 may display a graphical user interface (GUI) associated with asoftware or web-based application on a display device 1224, such as amonitor or touch screen.

The I/O adapter 1210 may couple one or more storage devices 1212, suchas one or more of a hard drive, a flash drive, a compact disc (CD)drive, a floppy disk drive, and a tape drive, to the computer system1200. The communications adapter 1214 may be adapted to couple thecomputer system 1200 to the network 1008, which may be one or more of aLAN, WAN, and/or the Internet. The communications adapter 1214 may beadapted to couple the computer system 1200 to a storage device 1212. Theuser interface adapter 1216 couples user input devices, such as akeyboard 1220, a pointing device 1218, and/or a touch screen (not shown)to the computer system 1200. The display adapter 1222 may be driven bythe CPU 1202 to control the display on the display device 1224.

The applications of the present disclosure are not limited to thearchitecture of computer system 1200. Rather the computer system 1200 isprovided, as an example of one type of computing device that may beadapted to perform the functions of a server 1002 and/or the userinterface device 1010. For example, any suitable processor-based devicemay be utilized including, without limitation, personal data assistants(PDAs), tablet computers, smartphones, computer game consoles, andmulti-processor servers. Moreover, the systems and methods of thepresent disclosure may be implemented on application specific integratedcircuits (ASIC), very large scale integrated (VLSI) circuits, or othercircuitry. In fact, persons of ordinary skill in the art may utilize anynumber of suitable structures capable of executing logical operationsaccording to the described embodiments.

If implemented in firmware and/or software, the functions describedabove may be stored as one or more instructions or code on acomputer-readable medium. Examples include non-transitorycomputer-readable media encoded with a data structure andcomputer-readable media encoded with a computer program.Computer-readable media includes physical computer storage media. Astorage medium may be any available medium that can be accessed by acomputer. By way of example, and not limitation, such computer-readablemedia can comprise RAM, ROM, EEPROM. CD-ROM or other optical diskstorage, magnetic disk storage or other magnetic storage devices, or anyother medium that can be used to store desired program code in the formof instructions or data structures and that can be accessed by acomputer; disk and disc, as used herein, includes compact disc (CD),laser disc, optical disc, digital versatile disc (DVD), floppy disk andblu-ray disc where disks usually reproduce data magnetically, whilediscs reproduce data optically with lasers. Combinations of the aboveshould also be included within the scope of computer-readable media.

In addition to storage on computer readable medium, instructions and/ordata may be provided as signals on transmission media included in acommunication apparatus. For example, a communication apparatus mayinclude a transceiver having signals indicative of instructions anddata. The instructions and data are configured to cause one or moreprocessors to implement the functions outlined in the claims.

Although the present disclosure and its advantages have been describedin detail, it should be understood that various changes, substitutionsand alterations can be made herein without departing from the spirit andscope of the disclosure as defined by the appended claims. Moreover, thescope of the present application is not intended to be limited to theparticular embodiments of the process, machine, manufacture, compositionof matter, means, methods and steps described in the specification. Asone of ordinary skill in the art will readily appreciate from thepresent invention, disclosure, machines, manufacture, compositions ofmatter, means, methods, or steps, presently existing or later to bedeveloped that perform substantially the same function or achievesubstantially the same result as the corresponding embodiments describedherein may be utilized according to the present disclosure. Accordingly,the appended claims are intended to include within their scope suchprocesses, machines, manufacture, compositions of matter, means,methods, or steps.

What is claimed is:
 1. A method, comprising: receiving, at a server, areservation request from a requestor for a booking on an air carrier'scargo hold for a designated route; validating, by the server, anavailability of the requested booking with the air carrier; generating,by the server, a price quote for the booking; communicating, by theserver, the price quote to the requestor; and receiving, by the server,an acceptance of the price and terms from the requestor to formcommercial terms for the booking.
 2. The method of claim 1, furthercomprising tracking, by the server, requests to change the booking. 3.The method of claim 1, in which the server comprises a logisticsmanagement system (LMS).
 4. The method of claim 1, further comprisingrestricting acceptance of incoming external message requests to updateonly the non-commercial terms.
 5. The method of claim 4, furthercomprising capturing shipment data for the requested booking afterreceiving the acceptance of the price and terms, in which the incomingexternal message requests are saved to update only the non-commercialterms.
 6. The method of claim 1, in which the step of generating theprice quote is performed by applying at least one of an applicablecontract, a market rates, or a tariff rate.
 7. A computer programproduct, comprising: a non-transitory computer readable mediumcomprising: code to receive a reservation request from a requestor for abooking on an air carrier's cargo hold for a designated route; code tovalidate an availability of the requested booking with the air carrier;code to generate a price quote for the booking; code to communicate theprice quote to the requestor; and code to receive acceptance of theprice and terms from the requestor to form commercial terms for thebooking.
 8. The computer program product of claim 7, in which the mediumfurther comprises code to track requests to change the booking.
 9. Thecomputer program product of claim 7, in which the price quote isgenerated with a logistics management system (LMS).
 10. The computerprogram product of claim 7, in which the medium further comprises codeto restrict acceptance of incoming external message requests to updateonly the non-commercial terms.
 11. The computer program product of claim10, in which the medium further comprises: code to capture the shipmentdata information; and code to capture the incoming external messagerequests are saved to update only the non-commercial terms.
 12. Thecomputer program product of claim 7, in which the code for generating aprice quote comprises code to apply at least one of an applicablecontract, a market rates, or a tariff rate.
 13. A system, comprising: amemory and at least one processor, in which the at least one processoris coupled to the memory and the at least one processor is configured:to receive a reservation request from a requestor for a booking on anair carrier's cargo hold for a designated route; to validate anavailability of the booking with the air carrier; to generate a pricequote for the booking; to communicate the generated price quote to therequestor; and to receive acceptance of the price and terms from therequestor to form commercial terms for the booking.
 14. The system ofclaim 13, in which the at least one processor is further configured totrack requests to change the booking.
 15. The system of claim 13, inwhich the at least one processor is further configured to restrictacceptance of incoming external message requests to updatingnon-commercial terms.
 16. The system of claim 15, in which the processoris further configured: to capture the shipment data information; and tocapture incoming external message requests as a to update only thenon-commercial terms.
 17. The system of claim 13, in which thegeneration of a price quote is performed by applying any applicablecontracts, market rates, or tariff rates.